. MAKING BEST USE OF THE FORD.
Page 72
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Valuable Advice on Every Phase of Ford Transport which will Appeal to the Owner, Driver and Repairer.
514.—An Emergency Repair to a Crankshaft.
One of our readers had an extraordinary experience with the engine of a Ford vehicle. One Sunday when it was some 40 miles from home the crankshaft broke, fortunately without causing further trouble, but, of course, the vehicle was stranded. A spare shaft was not available in the vicinity, so it was decided to endeavour to run the vehicle home under its own power.
The break was on the crank web between cylinders Nos. 1 and 2, so, to begin-with, the first piston was removed to lessen the stress on the shaft. It was then bound with a strap taken from the hood, and the vehicle actually ran home in this condition, using the three cylinders only. It even ran twenty-five miles next day to obtain a new crankshaft.
Of course, we do not recommend such a repair, as, in the event of the strap giving way, the cure might have been worse than the disease and possibly caused a complete smash-up for the engine. However, it goes to show -what can be done in an emergency.
515.—Reducing Side-sway.
The special cross-springing employed on the Ford has many advantages for use over rough roads, as it gives great flexibility, but one of the disadvantages is that, with a heavily laden vehicle, rocking of the body Oten occurs and 'this, whilst, not being very deleterious, is objectionable to the driver and any passengers the vehicle may be carrying.
One of our readers has successfully reduced this rocking by fitting two powerful, coil, tension springs between the front cross-member and front axle. For attaching this spring he utilized two plates held by IT-bolts to the crossmember, the other ends of the strings being secured under the upper nuts of the spring shackles.
When fitting the springs, the task can be facilitated by asking a stout friend to stand on the footboard, first on one side and then on the other, as the springs must be fairly powerful and, when not under tension, about two-thirds as long as the distance between the points of attachment. Apart from reducing rolling, our contributor claims that they net as very efficient shock absorbers by preventing undue bouncing. They also prevent side-sway when the vehicle is turning around sharp corners.
There appears to be no reason why such springs should not be fitted also to the rear of the chassis, in which case they might -well he rather more powerful.
516.—Fitting the Latest-pattern Bands.
The following advice may prove useful to maintenance men who are not yet familiar with the method of dealing with the most modern type of transmission
1346 band equipped with a detachable ear, and which can be assembled through the opening of the transmission cover.
The procedure is, first, to remove the sloping door, disconnect the slow-speed connection, run back the brake and reverse the adjusting screws and the nut and lock washer from the slow-speed shaft and remove the springs. Next, press the reverse pedal forward to give it clearance from the clutch pedal, which must be carried as far to the right as will allow removal of the bands.
Begin 'with the slow-speed baud, pulling the right ear over to the left (this is the detachable ear), and, having done this, insert a, Stout piece of wire, hooked for &sant I in. at one end, through the square hole in the band, easing the band down and the ear back, Now remove the ear and draw the band to the left for removal. Bear down on the transmission cover so that the band may retain the curved outline which facilitates replacement. If it be distorted through rough handling during removal there will be difficulty in reassembling it.
Carry on in the same manner with the reverse and brake bands.
To reassemble, insert the plain end of a band and pass it round until it can be held by the hooked wire. Pull with the wire untilthe band is in posiCon to have the car fitted. There is a projecting lip on the ear which must snap over the end of the band once the lastnamed has been carried along the slotted stud boles.
The order of reassembly (this applies where the brake band is of the wide type) is the reverse of that already given, beginning with the brake band, following with the reverse band, and, finally, fitting the slow-speed band.
In the case of transmissions which have all three bands of equal width, it will simplify matters if the brake band be first removed by drawing it off the drum, pulling the right ear over to the left as usual and removing the ear.
To prevent dropping transmission parts into the case while they are being removed preparatory to taking out the bands, a cloth should be inserted at the left side of the transmission cover.
517.—Preserving the Hood Material.
Those who drive Ford vehicles equipped with hoods, such as taxicabs, know hsw quickly a hood will deteriorate unless well cared for, but they will be found to have a much longer life if treated with a suitable dressing.
It is possible for such a compound to be made by placing 1 lb. of gum shellac in a wide-mouthed bottle and covering it 'with alcohol, corking the bottle well and leaving it until the shellac has all dissolved. To 1 quart of this solution add 1 oz. of ivory black and cm. of camphor. Thin the dressing to a suitable consistency with further alcohol and apply to the hood with a fine brush, keeping the hood erected while the varnish is being used and leaving it up until perfectly dry. This dressing remains flexible, leaves a good polish and preserves the material of the hood.
518.—An Acetylene Tail Lamp for the Truck.
On the ton trucks not equipped with an accumulator an acetylene tail lamp with a separate generator will 'be found more reliable thsn candle, oil or electric lamps (with non-standard wiring).
An old oil tail lamp with a piece of tubing soldered in to take a burner and rubber connection at the respective ends will be found more effective and cheaper than the usual small tail lamp, which, owing to restricted air space, has a great tendency to "snuff itself out."
The generates chosen should be the kind that has its catch on the diameter of the carbide container, the centrescrew type not being so strong.